Internal-combustion engine



H. C. STOLL.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED SEPT. 18, I919.

1,361,114. Patented Dec. 7, 1920.

3 SHEETS-SHEEI I.

. guvcmto z HEN}? YUI'OL L H. C. STOLL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 18. 1919.

1,361, 1 14- Patented Dec. 7, 1920.

3 SHEETS-SHEET 2.

IIVIWIE b. I/ A I figi I Poms? H. C. STOLL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 18, 1919.

Patented Dec. 7, 1920.

3 SHEETSSHEET 3- UNITED STATES PATENT. OFFICE.

HENRY STOLL, OF NEW YORK, N.- Y.

' INTERNAL-COMBUSTION ENGINE.

Specificationpf Letters Patent.

Patented Dec. '7, 1920.

Application filed September 18, 1918. Serial No. 324,301.

the city, county, and State of New York,

have invented certain new and useful Improvements in lnternal-C'ombustlon Engines, of which the following is a specification.

The objects of this invention are to improve and to increase the efiiciency of engines of the type referred to, particularly as re ards the valve mechanism.

%t 'is highly desirable in engines of the character referred to that the valves be fully opened quickly; be held open as long as racticable and then be quickly closed.

11 my invention I have attained these results through the employment of engine driven crank mechanism, involving a pair of cranks for operating each valve and timed and so connected with the valve as to produce the quick, full opening and quick closing referred to.

The construction and operation will be understood more fully by reference to the accompanying drawings wherein I have illustrated the invention embodied in several difl'erent and practical forms.

Figure 1 in said drawing is a vertical sectional view of the engine taken on a plane or planes passing through the engine piston and the exhaust valve.

Fig. 2 is a horizontal plan view of the engine cylinder, taken on substantially the plane of line 2-2 of Fig. 1.

Figs. 3, 4, 5, and 6 are diagrammatic views illustrating the intake, compression, power and exhaust strokes of the engine.

Figs. .7 and 8 are broken part sectional views of modified forms of the invention.

10 designates the cylinder of the engine, operating within which is the piston 11 con nected with a suitable crank shaft 12, as by the medium of a connecting rod 13.

In the engine herein disclosed the valves are of the piston type, the exhaust valve being indicated at 14 and the intake valve at 15, said valves operating in the cylindrical valve chambers 16 and 17 provided therefor in the engine casting. These valves are suitably ported, as indicated at 17 in Flg. 1, said ports opening into a suitable outlet passage 18, in the case of the eX- haust valve and into a suitable inlet 19 in the case of the intake valve.

The operating cranks for the exhaust valve are designated 20 and 21, said cranks bemg carried by the crank shafts indicated at 22 and 23 and connected with the valve, in the first form disclosed, through the me- ,dlum of connecting rods 24, '25 pivotally engaged with the opposite ends of a rocker 26, which is pivotally connected at 27 to a rod 28, which is shown as directly connected with the valve.

These valve cranks are driven from the englne crank shaft through suitable gearing, such as a silent chain 29 and this gearing is such that one crank (20) will be turned at engine speed while the other crank (21) will be turned at half engine speed. This may be accomplished by mak mg the sprocket or gear 30 on the first valve crank shaft of the same size or number of teeth as the sprocket or gear 31 on the main crank shaft and the sprocket or gear 32 on the second .valve crank shaft of twice the size or number of teeth.

Also in the construction disclosed the full time crank 20 is of shorter stroke than the half time crank 21. All of this crank mechanism is shown as disposed within the crank case of the engine where it will be fullydubricated at all times. The valve lift rods lndicated at 28 may be suitably guided as by means of guides indicated at 33 and 34.

The inlet valve is operated b cranks 35 and 36 on the same shafts with the cranks 20 and 21 and as shown in this instance, of the same stroke. These inlet cranks are however, ofiset from the exhaust cranks, the first a matter of 180 and the second a matter of 90. The inlet cranks are connected with the inlet valve through the medium ofthe connecting rods 37 and 38 and rocker 39, which latter is connected with the inlet valve push rod 40. In Fig.- 1 the parts are indicated in the position with the piston halfway up on its exhaust stroke. At this time both the exhaust valve at the of their stroke and the exhaust valvef is fully open. When the piston "approaches or reaches the upper end of its stroke, the "ex- '5 haust valve cranks have turned far enough to close the/exhaust valve and as this closing movement is effected While the cranks are turn upward through the side portion of. their stroke, the valve is closed with ment of the piston and t erefore hold the intake valve ractically in full open position during t e most of this stro e o the piston. I

the compression stroke of the engine, illustrated in Fig. 4, both sets of valve cranks have turned far enough to close both valves and during the power stroke, illustrated in Fig. 5,.said'valve cranks in their continued turning lift thevalves further and therefore further seal them during such power stroke.

At the commencement of the exhaust stroke, indicated inFig. 6, the exhaust valve cranks are both turning downward through the side portion of their stroke and therefore rpiickly open the exhaust valve. During t is stroke the full time intake'valve crank 35 is turning ,u ward through the side portion of its stro e while the half time inlet 40 valve crank 36 is turning downward. The tendency ofthe slow turning crank 36 .to

, open the intake valve at this time is therefore overcome-and compensated for by the more swiftly turning valve crank 35.

A similar effect is observable in respect to the exhaust valve during the compression stroke. Here, as shown in Fig. 5., the full time crank 20 is turning in a direction to open the exhaust valve, but at the same time t e other crank'21 is turning in a direction to close the exhaust valve. The movement of one is thus compensated for by the movement of the other and the valve is held properly closed during this period.

In Fig. 7 I have illustrated how the motor maybe constructed with overhead valves.v Inthls view I have illustrated the head portion of the cylinder at 41 and have shown one of the valves at 42, controlling the valve ports 43, said valve being operated by the rocker 44 directly pivoted thereto at 45 and actuated by the two cranksr 46 and 47 through the medium of connecting rods48 and 49. The valve cranks in this case are 66 located over the head of the cylinder. 1

If desired, the connectingrods between the valve cranks and'rockers may be dispensed with by causing the crank pins" to operate in the slots or guideways 5Qand 51, provided in the opposite ends of the rocker, 70 as indicated in Fig. 8.. vFrom'the foregoing it will be seen that by'means of this invention a full, clear exhaustand a quickand complete charging of the cylinder may be obtained. The engine is exceptionally quiet in its operation and the eccentric valve operating members disclosed provide. a smooth, easy action of the valve parts.

While in the present disclosure I have illustrated practical forms, the. invention may take I would have it understood that the structure may be modified in various respects 'without departure .from' the true spirit and scop'eof the invention as defined in the following claims.

Whatv I claim is:

1. An internal combustion engine provided with an intake valve and with a separate exhaust valve, a pair of engine driven cranks, a rigid rocker connected at its opposite ends to said cranks and conjointly operated by said cranks and connected inter- -mediate its ends' to the intake valve, a second air of engine driven cranks and a rigid rocker connected at its opposite ends to said cranks and conjointly operated by said second; pair of cranks and connected intermediate its. ends to the exhaust valve.

2. An internal combustion engine having a combustion chamber and two piston valve seats each open at one endto the combustion chamber and each provided with a lateral port,' a piston valve operating in each seat and having a head traversing the lateral port and exposed at all times to the pressure of the combustion chamber, a pair of engine driven'eccentric members, connections from both said members for 'eonjointly operating one of the valves, a second pairof engine driven eccentric members and 'conjointly. operated connections from said second pair 0 eccentric members for operating the other.

, valve.

3. In an internal combustion engine provided with separate piston valves for the intake and for the exhaust, rigid rockers each connected intermediate its ends with one of said piston valves, a pair of engine driven v connected with the exhaust valve and offset connected with the exhaust valve and offset with respect to the'first pair of cranks. 180 and 90 degrees With respect to the cranks 5. In an internal combustion engine proof the first pair. 10 vided with separate intake and exhaust In Witness whereof, I have hereunto set 5 valves, a pair of engine driven cranks opera my hand, this 16th day of September, 1919.

tively connected with the intake valve and U a pair of engine driven cranks operatively HENRY C. STOLL. I 

